Vehicle-fender.



H. LYNN.

VEHGLB FENDER.

APPLIOATION FILED 00T. 13, 191s.

Lwl Patented June30,1914.

2 SHBETS-SHEET 1.

H. LYNN.

VEHGLE FENDER.

APPLMATION FILED oGT.1s, m13,

191 @1,94% Patented June 30,1914,

2 SHEETS-SHEET 2,

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Application led October 13, 1913. Serial No. l594,888.

-To all whom it may concern: n

Be it known that I, HUGH LYNN, a c1t1- zen'l -of theUnited- States, and a resident of the city of Chicago, county of Cook, and

State of Illinois, have invented certain -new and useful lmprovements in Vehicle- Fenders, of whicliflfthe following is a specilication.

My invention relates to improvementslin vehicle fenders and has for its object the production of a fender which will be of improved construction and efticient 4in opera'- tion.

Other objects will appear hereinafter.

The invention consists in the combina-v lines, Fig. 2 is a sectional view of the knee joint member, included in the-construction, detached, TEig. 3 is a perspective view of a portion of the fender illustrating .the pivoted catch which automatically locks the reslient arms of the fender in convergent positions 'when released. Fig. 4 is a side elevation of Fig. l, and Fimo is a sectional detail taken on substantially line :v -e; of

v Fig. e.

The preferred form of construction, as illustrated in the drawing comprises a sup porting or attaching frame comprising two parallel side members l anda transversely extending member 2 which are riidly secured together. The rearward ends of the members l engage socket members 3 which ure secured rigidly to the forward end portion oi' the frame of the vehicle at the front i-nfl of the latter, said members l being releasably secured in position by set screws or other suitable securing devices as shown. Although the cndervisherein shown applied to an automobile, it is ot' courseunden stood that the use thereof is not limited in this respect, since the same may-as readilyI he. used upon street cars or other similar vehicles.

Siicured to the cross piece 2 near the respccltivecnds thereof are angular members lsaid arms normally assume convergent positions to autonnitically engage the otherot' `said armsand prevent outward swinging/of 4, to which are connected the inner or rearward ends of forwardly projecting spring arms 5, the arrangement being such that.. sitions as shown in dotted lines in Fig. l. 60

Pivotally connected to the outer or forwardly projecting ends of the spring arm-s 5 are lock arms 6. The adjacent ends ofarmsA G are spaced apart, when. in their normal' position, by member 7. Said member' 7 is made up of two parts pivotcd together and forming a knee joint adapted to break backwardly with respect to the vehicle and j is held between the arms 6 by having its 70 ends inserted in sockets 8 in the adjacent f ends of said arms. The arrangement is such that, when the arms (3 are moved on their i pivotal points through a line extending between such pivotal points, to the rear thereof, the member 7 will be free and drop of its own Weight from its connection with said arms 6. Arms 6 and member 7 are held in i' their full line normal positions, indicated in Y Fig. 1, by the resilient arms jas will be' readily understood. The inner ends of the j lock arms 6 are also connected by means of a helical tension spring 10 Whicluwhen thc Vdevice is in use," serves in the capacity oa cushion or shock absorbing member. 35 With a fender of the construction set forth. it will be seen vthat in the event of the vehicle being driven into contact with a person the latter, in contacting with the fender, will cause the joint t) to break inwardlyv and Lm)- hence the arms 6 to rock rearwardly thereby releasing the outer :ends of the arms 5 which, in returning to normal position will embrace. the body of lthe person and serve to hold the .j person in an upright position, as will be readily understood. The knee joint member 7 of course drops fromengagement with theflock arms 6 in this operation, theI spring 10 serving as a cushion for the body of the person, absorbing any shock or jar which otherwise would be incid to the collision, thus preventinginjury. Atthe outer end of one of the arms 5 is pivoted at l1l a'n anguiar I"catch 12 which is adapted, upon swinging of the arms o to their norinal povlois Suid. arms to release the person which is exu1 braced in the tender until the vol1icle-`has been broughtlto a stop. Attori* the Vehicle has been brought to a stop the catch l2' muy be rocked tojiliscngaging positionel'id the gent positions, for holding said arms'a ainst relative vertical movement, substanti'a ly as described.l x l 9'.V The combination with a vehicle, ofy two forwardly extending resilient arms adapted, when released, to assume convergent posi# tions relatively to each other; lockv arms extending between .the outer ends of said resilient arms and pivoted thereto and ada ted.

to normally hold the same divergent; a nee joint member interposed between and loosely Vconnected with the inner ends of said look arms, and means adapted upon release of said resilient arms and 'inward swingingl thereof to automatically lock said arms in divergent positions,` substantially as described.

10. The combination with a vehicle, `of two forwardly extending resilient arms adapted, when released, to assume convergent positionsrelatively to each other; lock arms'extending between the outer ends of said resilient arms and pivoted thereto and adapted to normally hold the same divergent; a knee joint member interposed between and loosely connected-with the inner ends of said look arms, and a pivoted catch on one of said resilient arms adapted upon release of the latter and inward swinging of the forward ends thereof to automaticall engage the vother of said arms to lock said arms in divergent positions, substantially as described. l

Intestimonywhereof I have signed my name to this specification in the presence of 35 two subscribing witnesses.

- v 4 HUGH LYNN.

Witnesses:

` JOSHUA R.'H. Porre,

HELEN F. Linus. 

